C Series Info
01-29-2018, 07:34 AM
#2131
Gets Weekends Off
Joined APC: Apr 2009
Position: Middle Seat
Posts: 1,218
I still laugh when someone brings it up, truly first world problems with regards to airline safety. I kind of feel bad for the pilots, but they got away with just a stern talking to.
There were a lot more failures in the planning process that should’ve ever kept it from landing on the pilots’ laps.
Point still stands, ETOPS or not, late model CEOs or NEOs can make Hawaii no problem.
01-29-2018, 07:36 AM
#2132
Can't abide NAI
Joined APC: Jun 2007
Position: Douglas Aerospace post production Flight Test & Work Around Engineering bulletin dissembler
Posts: 12,014
Any of you who have flown the C Series sim (or anyone else with an opinion).
Magazine editors have been out flying the airplane at 95KIAS, which gives the jet the ability to pull 2.5G before stalling and a maximum of 2.75G at 100KIAS. Roll those numbers into approach speeds and one can surmise 110 to 115 KIAS "stabilized" approaches. Now add to that fact the airplanes are as slick as 30 years of progress since the last major re-think and engines which produce a lot of residual thrust as they maintain a pretty high idle. After the 757, 320/321, and 737 this thing is a Schweizer with a pair of big engines on it.
An airport only flows traffic as fast as the slowest aircraft. Unlike an ATR or E120 these things can't go at the speed of heat to the marker then rapidly slow down. In fact, "stabilized" might need to move to GS/GP intercept.
It is miserable (sometimes scary) to follow a Airbus in a 737. The 737 just can't fly that slow. On the other hand I've not seen anything good that comes from trying to rush an Airbus on approach. IMO the smart 737 driver gives an Airbus a lot of spacing when in a tight approach in Central America. If a C Series was say, going into TGU, I'm just not sure how you would flow that mix of airplanes.
Be interesting to see how this develops as Delta's growth is pushing ATC already.
Magazine editors have been out flying the airplane at 95KIAS, which gives the jet the ability to pull 2.5G before stalling and a maximum of 2.75G at 100KIAS. Roll those numbers into approach speeds and one can surmise 110 to 115 KIAS "stabilized" approaches. Now add to that fact the airplanes are as slick as 30 years of progress since the last major re-think and engines which produce a lot of residual thrust as they maintain a pretty high idle. After the 757, 320/321, and 737 this thing is a Schweizer with a pair of big engines on it.
An airport only flows traffic as fast as the slowest aircraft. Unlike an ATR or E120 these things can't go at the speed of heat to the marker then rapidly slow down. In fact, "stabilized" might need to move to GS/GP intercept.
It is miserable (sometimes scary) to follow a Airbus in a 737. The 737 just can't fly that slow. On the other hand I've not seen anything good that comes from trying to rush an Airbus on approach. IMO the smart 737 driver gives an Airbus a lot of spacing when in a tight approach in Central America. If a C Series was say, going into TGU, I'm just not sure how you would flow that mix of airplanes.
Be interesting to see how this develops as Delta's growth is pushing ATC already.
Last edited by Bucking Bar; 01-29-2018 at 07:47 AM.
01-29-2018, 07:57 AM
#2133
Gets Weekends Off
Joined APC: Mar 2011
Position: Cockpit speaker volume knob set to eleven.
Posts: 1,410
Any of you who have flown the C Series sim (or anyone else with an opinion).
Magazine editors have been out flying the airplane at 95KIAS, which gives the jet the ability to pull 2.5G before stalling and a maximum of 2.75G at 100KIAS. Roll those numbers into approach speeds and one can surmise 110 to 115 KIAS "stabilized" approaches. Now add to that fact the airplanes are as slick as 30 years of progress since the last major re-think and engines which produce a lot of residual thrust as they maintain a pretty high idle. After the 757, 320/321, and 737 this thing is a Schweizer with a pair of big engines on it.
An airport only flows traffic as fast as the slowest aircraft. Unlike an ATR or E120 these things can't go at the speed of heat to the marker then rapidly slow down. In fact, "stabilized" might need to move to GS/GP intercept.
It is miserable (sometimes scary) to follow a Airbus in a 737. The 737 just can't fly that slow. On the other hand I've not seen anything good that comes from trying to rush an Airbus on approach. IMO the smart 737 driver gives an Airbus a lot of spacing when in a tight approach in Central America. If a C Series was say, going into TGU, I'm just not sure how you would flow that mix of airplanes.
Be interesting to see how this develops as Delta's growth is pushing ATC already.
Magazine editors have been out flying the airplane at 95KIAS, which gives the jet the ability to pull 2.5G before stalling and a maximum of 2.75G at 100KIAS. Roll those numbers into approach speeds and one can surmise 110 to 115 KIAS "stabilized" approaches. Now add to that fact the airplanes are as slick as 30 years of progress since the last major re-think and engines which produce a lot of residual thrust as they maintain a pretty high idle. After the 757, 320/321, and 737 this thing is a Schweizer with a pair of big engines on it.
An airport only flows traffic as fast as the slowest aircraft. Unlike an ATR or E120 these things can't go at the speed of heat to the marker then rapidly slow down. In fact, "stabilized" might need to move to GS/GP intercept.
It is miserable (sometimes scary) to follow a Airbus in a 737. The 737 just can't fly that slow. On the other hand I've not seen anything good that comes from trying to rush an Airbus on approach. IMO the smart 737 driver gives an Airbus a lot of spacing when in a tight approach in Central America. If a C Series was say, going into TGU, I'm just not sure how you would flow that mix of airplanes.
Be interesting to see how this develops as Delta's growth is pushing ATC already.
01-29-2018, 08:36 AM
#2135
Gets Weekends Off
Joined APC: Jul 2010
Position: window seat
Posts: 12,538
01-29-2018, 10:15 AM
#2136
On Reserve
Joined APC: Jan 2018
Posts: 12
Where will the First Delta CSeries CS100 aircraft be assembled? Mirabel CSeries assembly facility has all the parts for the first six (6) aircraft with the first two (2) currently being assembled. The FIRST Delta CSeries, MSN 50020 fuselage is all attached and will be receiving its wings and landing gears any day now with MSN 50021 not far behind. Production list here, Delta logo was deleted from 50020-50022 last fall. http://www.abcdlist.nl/cseries/cseries.html
01-29-2018, 02:26 PM
#2137
Holding
Joined APC: Aug 2017
Position: Bus Driver
Posts: 126
Where will the First Delta CSeries CS100 aircraft be assembled? Mirabel CSeries assembly facility has all the parts for the first six (6) aircraft with the first two (2) currently being assembled. The FIRST Delta CSeries, MSN 50020 fuselage is all attached and will be receiving its wings and landing gears any day now with MSN 50021 not far behind. Production list here, Delta logo was deleted from 50020-50022 last fall. http://www.abcdlist.nl/cseries/cseries.html
55020 was delivered to Swiss on December 20, 2017 while 55021 for Swiss had fist test flight December 31, and 55022 for Korean had first test flight January 25.
01-29-2018, 03:28 PM
#2138
Gets Weekends Off
Joined APC: May 2010
Position: Baja Vermont
Posts: 5,186
Ship741
When you go up there, don’t get lead astray by bright, shiny objects, like Hotel Nelligan, dinner in the Old Port, Bell Centre Hockey. It’s a diversion from the details of delivery. Il Fornetto or Natalie’s in Dorval are fine; downtown is an invitation from the devil.
True about MSNs.
BB,
I’ll ask some friends on Vref and drag at slow speeds.
GF
When you go up there, don’t get lead astray by bright, shiny objects, like Hotel Nelligan, dinner in the Old Port, Bell Centre Hockey. It’s a diversion from the details of delivery. Il Fornetto or Natalie’s in Dorval are fine; downtown is an invitation from the devil.
True about MSNs.
BB,
I’ll ask some friends on Vref and drag at slow speeds.
GF
01-29-2018, 04:07 PM
#2140
Line Holder
Joined APC: Oct 2017
Posts: 52
The plane was certified for London City steep approaches. My bet is that it has the ability to slow down well. I don’t know how but it seems like if it could do such steep approaches, it can slow on a normal glide slope. I could be very wrong though.
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